Change-speed gearing



A. H. ASPROOTH.

CHANGE SPEED GEARING.

APPLICATION FILED JULY 2, 1919.

1,365,217. v Patented Jan. 11,1921.

2 SHEETS-SHEET 2- UNITED STATES PATENT OFFICE.

AXEL HJ. ASIROOTI-I, 0F ROCKFORD, ILLINOIS, ASSIGNOR TO GOTTATRANSMISSION COMPANY; OF ROCKFORD, ILLINOIS, A. CORPORATION OF ILLINOIS.

CHANGE-SPEED GEARIN G.

Application filed July 2,

To all whom it my concern:

Be it known that I, AXEL HJ. ASPROOTH, a citizen of the United States,residing at Rockford, in the county of Winnebago and State of Illinois,have invented certain new and useful Improvements in Change-SpeedGearing, of which the following is a specification.

This invention, relating in general to change speed gearing, hasparticular reference to a gearing transmission unit especially adaptedfor farm tractors. The primary object of the invention is to provide atransmission unit embodying a novel system of gearing especially adaptedfor the transmission of power for plowing, road work and a power pulleydrive. And in the present exemplification of my improvements I havedevised a change speed gearing of novel arrangement whereby I obtain twospeeds forward, one reverse, and a power pulley drive in one direction.The low speed forward is direct from the engine and used for plowing andsimilar heavy work, and the second speed is obtained by step-up gearingfrom the driving shaft and intended principally as a road speed.

Another of the important objects of the Y invention is the provision ofa change speed transmission including a driving, a driven and anintermediate bevel gear always in mesh, whereby the intermediate bevelgear effects the reversal of drive, and the employment of this reversinggear to drive the power pulley. This promotes exceptional compactnessand the use of but very few gears for obtaining the forward and reversedrives and the driving of a power pulley.

I have also aimed to provide a change speed gearing of the character inmind constructed in such simple and novel manner as to be thoroughlypractical from both manu-. facturing and service View points and whichpossesses various novel features of construction, the particular natureof which will be more fully pointed out hereinafter in the description.

Other objects and attendant advantages will be appreciated by thosefamiliar with this art as the invention becomes better understood byreference to the following description when considered in connectionwith the accompanying drawings, in which- Figure 1 is a verticallongitudinal sec- Specification of Letters Patent.

Patented J an. 11, 1921.

1919. Serial No. 308,323.

tional View through a change speed gearing embodying my improvements;and

Fig. 2, a crosssectional view taken submay obviously be of any suitableconstruction. A bevel gear 9 fixedly united to the driving shaft is inpermanent driving connection with a bevel gear 11 loose on the drivenshaft, through the agency of an intermediate bevelgear 12, Fig. 2,freely revoluble on the bearing 13. In the present instance, theintermediate bevel gear 12 is fixed to a sleeve 14, in turn secured tothe inner ball ring and provided with a jaw toothed end 15, the purposeof which will be apparent hereinafter.

A spur gear 16 also rigidly united to the driving shaft is in constantdriving connec tion with a spur gear 17 loose on the driven shaft,through the intermediary of the integrally united spur gears 18 and 19.These latter spur gears revolve loosely about a stationary countershaft21, suitable anti-friction bearings being provided between the shaftsand gears. The driven shaft 1 is splined substantially from end to endand the gears 11 and 17 are mounted thereon and held against lengthwisedisplacement by end collars 22 in the manner described in my copendingapplication, Serial No. 308,325. A shiftable clutch element 23 splinedon the driven shaft will when shifted to the left, Fig. 1, engage withthe jaw teeth 24 on the driving shaft and thereby connect the latterdirectly to the driven shaft, and upon movement in the oppositedirection will engage with the jaw teeth 25 on the spur gear 17 andconnect the latter to the driven shaft. A second clutch element 26 alsosplined on the driven shaft is adapted to engage the jaw teeth 27 on thebevel gear 11 to connect the latter to the driven shaft. The clutchelements 23 and 26 are adapted to be shifted by means of forks 28 and 29respectively, which in turn may be shifted by any suitable or preferredmechanism. In this particular instance, I employ a hand shiftingmechanism of the kind described in my copending application, Serial No.308.324 the particular construction of which it is not deemed necessaryto illustrate herein.

'hen the shaft 3 is driven, (the clutches being in neutral position) allthe gears will be revolved and the shaft at will remain idle. It will bemanifest that when the clutch element 23 is shifted to the left viewingFig. 1, the shaft 3- will be connected directly to the shaft l, thusdriving the latter direct from the engine at the first or low speedforward. Since this transmission is designed especially for use in farmtractors, there is a considerable reduction in the drive between theshaft 4 and the drive wheels. so that the direct engine speed will beproperly reduced. Upon shifting the clutch element to the right the spurgear 17 will be connected to the driven shaft, thus driving the latterforward at a higher speed than that of the shaft 3 by reason of thestep-up gearing 16-48-49. The clutch element 26 when engaged connectsthe bevel gear 11 to the driven shaft, thus reversing the drive of theengine speed, as will be obvious.

Coming now to the matter of driving the power pulley, it will be notedthat I utilize the reversing gear for this purpose. As shown in Fig. 2,the power pulley shaft 81 journaled at its inner end in bearings 32 inthe sleeve ll and at its outer end in the bearing 33 in the lateralcasing extension 34, is equipped at its outer end with a power pulley 35and intermediate its ends with a splined clutch element 36. This clutchelement is adapted to be shifted by means of the yoke 37 and shiftingrod 38 into and out of engagement with the jaw teeth for the obviouspurpose of connecting the power pulley shaft to and disconnecting itfromthe gear 12. A spring pressed ball 39 is used to hold the rod 38 inits several positions. From the foregoing, it will be manifest that thepower pulley is driven from a reversing gear 12 which is always in meshwith the driving bevel gear 9 and the driven bevel gear 11, so that thegear 12 serves the double function of a reversing gear and a driver forthe power pulley.

It is believed that the foregoing conveys a clear understanding of theobjects prefaced above, and it should be understood that while I haveillustrated but one working embodiment, various changes might be made inthe construction and arrangement without departing from the spirit andscope of the invention, as expressed in the appended claims, in which- Iclaim:

1. In a change speed gearing, the combination of co-axial driving anddriven shafts. means for directly connecting said shafts,

a bevel gear and a spur gear fixed to the driving shaft, means operativebetween the spur gear and the driven shaft for driving the latter in aforward direction at a different speed from that of the driving shaft,and means for driving the driven shaft from said bevel gear in a reversedirection.

2. In a change speed transmission, the combination of co-axial bevelgears, an illtermediate bevel gear meshing with said bevel gears, adriven shaft about which one of the bevel gears is loosely revoluble, aspur gear associated with each bevel gear, said spur gears being ofdifferent diameter and one being loosely revoluble about the drivenshaft, a pair of spur gears meshing with the first mentioned spur gears,and clutches for connecting the driven'shaft with either the spur gearor the bevel gear loose thereon.

3. In a change speed transmission, the combination of a pair of co-axialbevel gears, an intermediate bevel gear meshing with said bevel gears, apower pulley shaft driven by said intermediate bevel gear, a spur gearassociated with each of the co-axial bevel gears. said spur gears beingof different diameter, a driving shaft, a driven shaft, one of the bevelgears and spur gears being loose on the driven shaft, the other bevelgear and spur gear being driven by the driving shaft, means forconnecting to the driving shaft the spur gear loose thereon, and meansfor connecting to the driven shaft the bevel gear loose thereon.

4. In a change speed gearing, the combination of co-axial driving anddriven shafts, a bevel gear and a spur gear fixed to the driving shaft,a bevel gear and a spur gear loose on the driven shaft, a bevel gearintermediate and meshing with said bevel gears, a pair of rigidlyconnected spur gears of different diameters meshing with said spurgears, a clutch on the driven shaft intermediate the spur gears forconnecting either with the driven shaft, a power pulley driven by theintermediate bevel gear, and a clutch for connecting to the driven shaftthe bevel gear thereon.

5. In a change speed transmission, the combination of co-axial drivingand driven shafts, a bevel gear fixed to the driving shaft, a bevel gearloose on the driven shaft, an intermediate bevel gear connecting saidbevel gears, a power pulley shaft co-axial with said intermediate bevelgear, a clutch for connecting the power pulley to said intermediatebevel gear, and clutches for connecting the driving shaft directly tothe driven shaft and for connecting the driven shaft with the bevel gearthereon.

6. In a change speed gearing, the combination of coaxial driving anddriven shafts, a bevel gear and a spur gear fixed to the driving shaft,a bevel gear and a spur gear loose on the driven shaft, the spur gearsbeing of different diameters, an intermediate bevel gear meshing withsaid bevel gears, a pair of relatively fixed spur gears meshing with thespur gears on the driving and driven shafts, a clutch interposed betweenthe spur gears and s lined on the driven shaft forconnecting t e drivingshaft directly to the driven shaft and the loose spur gear to the drivenshaft, and a clutch splined on the driven shaft for connecting theretothe bevel gear loose thereon.

7. In a changes eed transmission, the combination of a riving shaft, adriven shaft, a stationary countershaft, a bevel gear and a spur gearfixed to the driving shaft, a bevel gear and a s ur gear loose on thedriven shaft, a beve ear intermediate and in mesh with the beve gears,the spur gears being of different diameters, a pair of spur gears looseon the countershaft and in mesh with the aforesaid spur gears, means forconnecting the driving shaft directly to the driven shaft, and means forres ectively connecting to the driven shaft t e bevel and spur earsloose thereon.

8. n a change s eed transmission, the combination of a riving shaft, adriven shaft, a stationary countershaft, a bevel gear and a spur gearfixed to the driving shaft, a bevel gear and a spur gear loose on thedriven shaft, a bevel gear intermediate and in mesh with the bevelgears, the spur gears being of different diameters, a pair of spur gearsloose on the countershaft and in mesh with the aforesaid spur gears,means for connecting the driving shaft directly to the driven shaft,means for respectively connecting to the driven shaft the bevel and spurgears loose thereon, a power pulley shaft coaxial with the intermediatebevel gear, and a clutch for connecting the power pulley shaft tosaid'intermediate bevel gear.

9. In a change speed transmission, the combination of co-axial drivingand driven shafts, a bevel gear and a spur gear fixed to the drivingshaft, a bevel gear and a spur gear loose on the driven shaft, a bevelgear intermediate and meshing with said bevel gear, a pair of rigidlyconnected spur gears of different diameters meshing with said spurgears, and clutches on the driven shaft for connecting thereto eitherits spur or bevel gear.

AXEL HJ. ASPROOTH.

